Summary A Cessna 182P Skylane, C-GASB, serial number 18264590, was on an afternoon flight from Abbotsford, British Columbia, to Calgary, Alberta (Springbank Airport). It failed to arrive at its destination. Emergency locator transmitter signals were detected by the aviation satellite system and a search and rescue mission was initiated. The wreckage was located by a search aircraft the same day, less than one nautical mile from the Coquihalla highway, near Needle Peak, 17nautical miles northeast of Hope, British Columbia, at an elevation of 4048feet above sea level. The aircraft was destroyed but did not catch fire. The four persons on board were fatally injured. Ce rapport est galement disponible en franais. Other Factual Information Before departing Abbotsford, British Columbia, the pilot received a pre-flight weather briefing in person from the Abbotsford flight service station (FSS) specialist, who advised that the weather appeared to be suitable for flight in accordance with visual flight rules (VFR). It was suggested that the pilot contact Abbotsford FSS, in the vicinity of Hope, on the peripheral frequency of 122.2megahertz for a weather update, since the weather in the vicinity of Hope is known to be subject to rapid changes. No such call from C-GASB was received. The pilot held an instrument rating, but filed a VFR flight plan to Springbank Airport via Revelstoke, British Columbia, and indicated he would proceed direct to Revelstoke. The aircraft departed Abbotsford at 1405 Pacific daylight time1 and was observed on radar to fly directly to Hope at an altitude of 5000feet above sea level (asl) at a ground speed of 150knots. At Hope, at approximately 1430, the radar returns ceased because of the mountainous terrain. Records indicate that the aircraft was certified, equipped, and maintained in accordance with existing regulations and approved procedures. The aircraft was manufactured in 1976 and had flown a total of 3879.9hours before the accident flight. A review of the journey, airframe, engine, and propellor logbooks showed nothing remarkable. The engine, a Lycoming O-470-S, serial number L-463943, had accumulated 316hours since overhaul and 2251.6hours since new. The aircraft was equipped for instrument flight, including a transponder, dual VHF omnirange receivers (VOR), distance measuring equipment (DME), low frequency automatic direction finding equipment (ADF), and a global positioning system (GPS). It was not equipped with any anti-icing or de-icing equipment. It could not be determined if the pilot considered the aircraft weight and balance; no calculations were found. Prior to arriving in Abbotsford, the aircraft had left Boeing Field in Seattle, Washington, where records indicate that it had been refuelled and the two long range fuel tanks filled until fuel was touching the bottom of the fuel collar. Information provided by the manufacturer indicates this would constitute 37US gallons in each tank. The aircraft's weight on departure from Boeing Field was calculated to have been 3114pounds, 164pounds above the maximum allowable take-off weight of 2950pounds. The centre of gravity (CG) was calculated to be 44.7inches. The aircraft was not refuelled by either of the two suppliers in Abbotsford, but was estimated, nevertheless, to be overweight at take-off by 70pounds. Its weight at the time of the accident was calculated to be within limits at 2949pounds and its CG at 44.5inches, within the allowable range of 33to 48.5inches aft of the datum. The wreckage was found on a heavily wooded, west-facing 45-degree slope. This site is about one nautical mile south of the direct track from Abbotsford to Revelstoke. The aircraft had hit the top of a tree and struck the ground nearby. Tree damage and contact markings showed that the aircraft's flight path was mainly vertical at the time of impact. The main wreckage component, the fuselage, came to rest on a heading of 330 magnetic. The left wing was 9feet down the slope while the propeller, engine, and right wing were 24feet down the slope. The engine crankshaft had broken, and the propeller was 17feet from the engine. The left door was 39feet down the slope from the fuselage. Although the ambient temperature was approximately zero degrees Celsius when the wreckage was examined, no ice was observed on the wreckage. The GPS was examined and the only data retrieved was the last recorded position, which is approximately nautical mile north of the accident site. The wreckage was initially examined at the accident site. Later it was recovered to a secure location and the examination continued for pre-impact defects. None was found, and all control surfaces were accounted for. An examination of the engine, its components, and systems revealed no defect or anomaly that could have caused a loss of engine performance. The severed crankshaft indicated that the engine was operating at the time of impact. All engine damage was determined to be associated with the impact. The amount of power the engine was producing at impact could not be determined by visual examination. The pilot held a commercial pilot licence issued by Transport Canada (TC). The licence was endorsed for single-engine land aeroplanes and for an instrument rating. The medical certificate has a restriction that glasses must be worn while flying and indicates that the last medical was conducted on 10January2001. This meant the pilot's licence was valid only for private licence privileges at the time of the accident: the occurrence flight was non-commercial, The pilot had accumulated approximately 3370flying hours on light, single-engine aircraft, including the Cessna182P. He was qualified to operate the aircraft under instrument flight rules (IFR). An autopsy of the pilot, including a full toxicology examination, did not reveal any condition that could have led or contributed to the accident. The graphical area forecast, a summary of the important area forecasts for the area between Abbotsford and Calgary, Alberta, for 1100, 3hours and 37minutes before the accident, and that for 1700, 2hours and 23minutes after the accident, are almost identical. They called for the following conditions: broken clouds based at 6000feetasl topped at 16000feet asl; scattered towering cumulus clouds topped at 20000feet asl; prevailing visibility more than six statute miles in light rain showers; isolated cumulonimbus clouds topped at 25000feet developing after 1300; and the prevailing visibility more than six statute miles in light thunderstorms with hail along the mountains. The freezing level was forecast to be around 6200feetasl. The reported weather at Hope, 17nautical miles southwest of the accident site at 1429, about 11minutes before the accident was as follows: wind 280 true at 8knots gusting to 18; visibility nine statute miles in light rain; broken clouds at 5300feet, and broken clouds at 8700feet; temperature 14C; dew point 2C, altimeter setting 30.18inches of mercury. The reported weather at Princeton, 25nautical miles west-southwest of the accident site at 1500, about 23minutes after the accident was as follows: wind 260 true at 18knots; visibility 15statute miles; a few towering cumulus clouds at 5000feet and scattered clouds at 18000feet; temperature 14C; and, dew point minus 3C; altimeter setting 30.09inches of mercury; remarks: 2oktas towering cumulus, 2oktas altocumulus, wind gusts to 38knots in the last hour, sea level pressure 1019.0hectopascals. Additional weather data was obtained from three British Columbia Ministry of Transportation (BCMOT) weather observation stations, all located within a few miles of the accident site. These stations record data for the BCMOT snow avalanche and weather system. This data showed that, at the time of the accident, the winds were from the southwest at 24knots, the temperature was close to the freezing mark, and some precipitation in the form of snow occurred. A surveillance video, taken at the Coquihalla highway toll booth, approximately five nautical miles northwest of the accident site, showed low cloud, rain, and gusty winds at that location around the time of the accident. The following Engineering Branch report was completed: LP 063/2002 - Instruments Analysis This report is available upon request from the Transportation Safety Board of Canada.